JP2001050072A - Control system for two-cycle internal combustion engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a two-cycle internal combustion engine that prevents itself from stalling during a transient period after the engine is ignited at an excessively advanced angle for reversing the revolution direction until the direction is confirmed. SOLUTION: This control system is provided with a signal-feeding unit having a first pulser 3A for feeding a low-speed ignition timing detection signal at an appropriate ignition timing during low-speed operation of an internal combustion engine, when the internal combustion engine revolves either in the right direction or reverse direction. The system is further provided with transient- period ignition control means 15J for permitting an internal combustion engine ignition device 16 to ignite when the first pulser 3A has fed a low-speed ignition timing detection signal during a transient period after the internal combustion engine is ignited at an excessively advanced angle until the revolution direction is confirmed.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control device for a two-stroke internal combustion engine that performs control for reversing the rotational direction of a two-stroke internal combustion engine.

[0002]

2. Description of the Related Art A prime mover of a traveling device such as a scooter or a snowmobile that respects easy operation includes:
A two-stroke gasoline engine (hereinafter referred to as a two-stroke internal combustion engine) that can be easily started by recoil start or kick start, and that is small, light, and inexpensive.
Is often used.

In this type of traveling device, the transmission does not have a reverse gear, so when it is necessary to reverse the direction of the traveling device in a narrow place or the like, it is necessary to lift the entire vehicle body and change the direction. And the operability was poor.

Therefore, recently, by focusing on the characteristics of a two-stroke internal combustion engine capable of normal operation regardless of whether the rotation direction is forward or reverse, the rotation direction of the internal combustion engine is switched from forward rotation to reverse rotation. It has been studied to provide a traveling device with a retreat function. In order to move the traveling device forward or backward by switching the rotation direction of the two-stroke internal combustion engine, it is necessary to be able to arbitrarily switch the rotation direction of the internal combustion engine according to a driver's command.

[0005] As a method of switching the rotation direction of the internal combustion engine, the rotation speed of the internal combustion engine is sufficiently reduced when a reversal command is given, and the ignition of the engine is advanced to the over-advanced position (the appropriate ignition position during steady operation). Ignition position suitable for maintaining the rotation of the engine in the reversed direction after pushing back the piston to reverse the direction of rotation of the engine. A method has been proposed in which the engine is operated in a state where the rotation direction is reversed by igniting the engine.

As a method of reducing the engine speed when a reversal command is given, as shown in Japanese Patent Application Laid-Open No. 11-93719, the injection of fuel from an injector for supplying fuel to an internal combustion engine is stopped. And Japanese Patent Application Laid-Open
As disclosed in Japanese Patent Application Laid-Open No. 1-82270, a method of gradually advancing an ignition position,
As shown in No. 8, a method of gradually retarding the ignition position of the engine has been proposed.

An internal combustion engine control device for performing control for reversing the rotation direction of a two-cycle internal combustion engine includes a reversal command generation means for generating a reversal command for instructing the rotation direction to be reversed, and an internal combustion engine when the reversal command is generated. Over-advanced ignition of the internal combustion engine to reverse the internal combustion engine speed when the internal combustion engine speed decreases to the over-advanced start rotation speed during the reversal deceleration process to reduce the engine speed and the reversal deceleration process And a control unit for controlling the internal combustion engine to perform the over-advanced ignition process performed at the position.

In this type of control device, an inductor-type signal including a rotor with a reluctor attached to a crankshaft of an engine and a pulsar (signal emitting device) for detecting a reluctant of the rotor and generating a pulse signal is provided. A generator is provided to read information on the number of revolutions of the engine and information on the rotational angle position of the crankshaft from the pulses generated by the signal generator, and use the information on the number of revolutions and the rotational angle position information to set the ignition position of the engine. And control the fuel injection time.

In the case where the rotation direction of the engine is reversed by the above-described method, after igniting the engine at the over-advanced position,
In order to maintain rotation of the engine in the reverse direction, it is necessary to cause ignition of the engine and injection of fuel at appropriate positions.

[0010] In the proposed control device for performing the reversal control of the rotation direction of the engine, a signal generator equipped with a reluctor having a special shape for detecting the rotation direction of the engine is used.
After igniting the engine at the over-advanced position, the rotation direction of the engine is detected from the phase relationship of the pulse obtained from the signal generator,
After the rotation direction is detected, the engine is ignited and fuel is injected at an ignition position and an injection timing suitable for rotating the engine in the detected rotation direction.

FIG. 7 shows a configuration of a signal generating device 1 'used in a conventional control device for performing reversal control of a two-cylinder two-cycle internal combustion engine. In FIG. 7, reference numeral 2' denotes a crank of the internal combustion engine. The rotor 3 mounted on the shaft 4 is a pulser.

The rotor 2 'has a two-stage reductor 701 and a one-stage reductor 702 having the same polar arc angle (60 ° in the illustrated example) on the outer periphery of an iron flywheel 5 attached to the crankshaft 4 at 180 ° intervals. It is made of formed.

As shown in FIG. 8A, the two-stage reductor 701 comprises a first portion 701a and a second portion 701b arranged in the direction of rotation of the crankshaft of the internal combustion engine.
The width is changed at the boundary between the first portion 701a and the second portion 701b. In the illustrated example, the polar arc angle of the first portion 701a and the polar arc angle of the second portion 701b of the two-stage reductor 701 are set to 20 degrees and 40 degrees, respectively, and the polar arc angle of the entire two-stage reductor is 60 degrees. Set to degree.

As shown in FIG. 8B, the single-stage reductor 702 has a uniform width dimension and thickness dimension along the rotation direction of the crankshaft, and has a polar arc angle of 60 degrees. Is set.

Here, the two-stage reductor 701 is not shown
The one-stage reductor 702 corresponds to the second cylinder of the engine, and corresponds to the first cylinder of the two-cylinder internal combustion engine.

The pulsar 3 includes a magnetic pole 3 facing the reluctor.
It is a well-known type having an iron core 3a having a tip at its tip, a signal coil 3b wound around the iron core 3a, and a permanent magnet 3c magnetically coupled to the iron core 3a, and the magnetic pole part 3a1 of the rotor 2 ' It is arranged so as to be able to oppose the outer peripheral reluctors 701 and 702 via a predetermined gap, and is fixed to a pulsar mounting portion provided in a case or a cover of the engine.

In the example shown in FIG. 7, when the engine rotates forward, the rotor 2 'moves counterclockwise in FIG.
It is assumed that it rotates. 9 and 10 show the waveforms of the pulses obtained from the signal generator of FIG. 7 when the engine rotates forward and reverse, respectively, together with the directions of the reluctors during forward rotation and reverse rotation. 9 and 10, the horizontal axis represents the rotation angle θ of the crankshaft of the engine.

In the signal generator shown in FIG. 7, when the internal combustion engine rotates forward, as shown in FIG. 9A, the first portion 701a of the two-stage retractor 701 is replaced with the second portion 701b.
When the engine faces the magnetic pole portion of the pulsar 3 earlier and the engine rotates in the reverse direction, as shown in FIG. 10A, the second portion 701b of the two-stage reductor 701 comes before the first portion 701a. The direction of the two-stage retractor 701 is set so as to face the magnetic pole portion of the pulsar.

When the reluctors 701 and 702 start facing the magnetic pole portion 3a1 of the pulser 3 (when the magnetic flux linked to the signal coil 3b increases), a negative pulse is induced in the signal coil 3b, and The winding of the signal coil 3b is performed so that a positive pulse is induced in the signal coil 3b when the 701 and 702 stop facing the magnetic pole 3a1 of the pulser 3 (when the magnetic flux linked to the signal coil decreases). The direction is set.

BT (Befo) shown in FIG. 9 and FIG.
re Top Dead Center) is the number displayed after that, the angle measured on the advance side with respect to the top dead center (the rotational angle position of the crankshaft when the piston reached the top dead center). This means that AT (After Top Dead Centre) means that the numbers displayed subsequently are angles measured to the retard side with respect to the top dead center. Also # 1
And # 2 mean rotational angular positions associated with the first and second cylinders of the engine, respectively. For example,
# 1BT52 means a position 52 degrees before the top dead center of the first cylinder, and # 2AT12 means 12 degrees after the top dead center of the second cylinder.
This means that the position is in degrees.

In the example shown in the figure, when the engine is rotating forward, as shown in FIG. 9B, the pulsar 3 is moved to the position of 72 degrees before the top dead center of the first cylinder, and The pulse V of the negative polarity is detected by detecting the end 701a1 on the side of the portion 701a.
n11 is generated, and at the position 52 degrees before the top dead center of the first cylinder, the boundary between the first part 701a and the second part 701b of the reductor is detected, and a negative pulse Vn12 is generated. The pulsar also operates before the top dead center of the first cylinder during the forward rotation of the internal combustion engine.
At a position of 2 degrees, the end 701b1 of the reductor 701 on the second part 701b side is detected to generate a positive polarity pulse Vp1,
One end and the other end of the one-stage reductor 702 are respectively detected at a position of 72 degrees and a position of 12 degrees before the top dead center of the second cylinder, and a negative pulse Vn2 and a positive pulse signal Vp2 are detected.
Occurs.

When the engine is rotating in reverse, FIG.
As shown in (B), the pulser 3 generates a negative pulse Vn1 at a position 12 degrees after the top dead center of the first cylinder, and a position 52 degrees after the top dead center of the first cylinder and the top dead center. Positive paired pulses Vp11 and Vp12 are respectively generated at a position 72 degrees later.
The pulsar 3 also operates one cylinder after the top dead center of the second cylinder when the engine reverses.
A pulse Vn2 of negative polarity is generated at the position of 2 degrees, and 7 pulses after top dead center.
A pulse Vp2 of positive polarity is generated at the second position.

As shown in FIG. 8C, the two-stage reductor 701 provided on the rotor of the signal generator has a first portion 701a having a small thickness and a second portion 701b having a large thickness. Then, the shape may be such that the thickness changes at the boundary between the first portion 701a and the second portion 701b.

In the example shown in FIG. 7, the reluctor is formed of a protrusion. When the reluctor passes through the position of the magnetic pole portion of the pulsar, the reluctance of the magnetic path through which the magnetic flux linked to the signal coil of the pulsar flows. Should be sharply changed (in the case of a two-stage reluctor, the reluctance is changed in two stages). For example, the reluctor may be formed by a groove formed on the outer periphery of the rotor.

When the internal combustion engine is started, the engine is always rotated forward by a starting device. Therefore,
When the signal generator as described above is used to obtain the rotation information of the engine, when the pulsar 3 detects the two-stage reductor 701 at the start of the engine, as shown in FIG.
After generating a pair of negative polarity pulses Vn11 and Vn12, a single positive polarity pulse Vp1 is generated. When a reluctant 702 is detected, a negative polarity pulse Vn2 is followed by a positive polarity pulse Vp2.
Occurs.

To control the internal combustion engine, an electronic control unit (ECU) having a CPU is used. ECU
Are obtained from rotation information (rotational speed information and rotation angle information) obtained from a pulse generated by the signal generator 1, a throttle sensor for detecting an opening degree of a throttle valve, a temperature sensor for detecting a cooling water temperature of the engine, and the like. Based on the various control conditions, the ignition position and the fuel injection time of the engine are calculated, and the injector is driven to inject fuel from the injector during the calculated injection time, and the ignition device is operated at the calculated ignition position. The ignition operation of the engine is performed by giving an ignition timing signal.

In the above control device, the positive polarity pulses Vp1,
The position of the rotor and the pulser of the signal generator so that Vp2 is generated at an appropriate position as the ignition position of the first cylinder and the second cylinder of the engine at the time of low speed (in this example, at 12 degrees before the top dead center). Relationship is set.

It is determined whether the positive pulse Vp1 or Vp2 is a signal giving an ignition position for which cylinder, by determining whether one negative pulse is generated prior to the positive pulse.
It depends on whether it is an individual. That is, the positive pulse Vp1 generated after the two negative pulses Vn11 and Vn12 are generated is determined as a pulse that determines the ignition position of the first cylinder, and 1
Positive pulse Vp2 generated after two negative pulses Vn2
Is determined as a pulse that determines the ignition position of the second cylinder. Cylinder discrimination means is realized by the process of performing these determinations.

The CPU also determines that the engine is rotating forward when the pulser 3 generates one positive pulse Vp1 after generating a pair of negative pulses Vn11 and Vn12 as shown in FIG. 9B. Then, as shown in FIG. 10B, when pulse 3 generates one negative pulse Vn1 and then generates a pair of positive pulses Vp11 and Vp12, it is determined that the engine is rotating in the reverse direction. By performing these determinations, a rotation direction detecting unit is realized.

The CPU also determines that the pulser 3 has a positive pulse V
Time from generation of P1 to generation of positive polarity pulse Vp2 (time required for crankshaft to rotate by a certain angle)
From the engine speed.

When the internal combustion engine is started, the rotational speed cannot be accurately calculated, and the ignition position cannot be determined by the calculation. Therefore, the CPU in the control unit determines whether the pulsar 3 has the first cylinder and the second cylinder of the engine. When the positive-polarity pulses Vp1 and Vp2 are generated at a position 12 degrees before the top dead center of the two cylinders (a position suitable for the ignition position at the time of starting), the first ignition device is activated.
Giving ignition timing signals for the cylinders and the second cylinder,
The first and second cylinders are ignited.

After the engine is started, the engine is ignited at the ignition position calculated by the CPU, the injector is driven for the injection time calculated by the CPU, and fuel is injected from the injector. The ignition position is defined as a reference position that is 72 degrees ahead of the rotational angle position of the crankshaft corresponding to the top dead center of the piston in each cylinder (referred to as top dead center position), and from the reference position to the ignition position. The calculation is performed in the form of the number of clock pulses to be counted by the ignition timer in the ECU (ignition position detection count value) while the engine is rotating. When a negative pulse Vn11 or Vn2 is given at a reference position of each cylinder (a position 72 degrees before the top dead center), the CPU sets an ignition position detection count value in an ignition timer and counts the count value. When the ignition timer counts the ignition position detection count value for each cylinder, an ignition timing signal is given to the ignition device for each cylinder to perform an ignition operation. Similar control is performed for the fuel injection time during which fuel is injected from the injector for each cylinder.

Further, in the conventional control device, when a reversal command is given in order to retreat the traveling device, the reversal is performed by cutting the fuel or retarding the ignition position to reduce the engine speed. Time deceleration control process is performed, and then, when the rotational speed of the internal combustion engine falls to the over-advanced angle start rotational speed (when the inertia of the engine becomes sufficiently small)
Then, an overconfidence angle ignition process for igniting the engine at a sufficiently overadvanced position is performed, and the ignition at the overadvanced position pushes the piston back to reverse the rotation direction of the engine. In this over-advanced ignition process, for example, one cylinder is ignited only once at the over-advanced position.

Thereafter, the pulse generated by the pulser 3 is monitored, and a single pulse Vp1 is generated after the pair of pulses Vn11 and Vn12 are generated, or a pair of pulses Vp11 is generated after the single pulse Vn1 is generated. , Vp12 is generated (from the phase relationship between a pair of pulses and a single pulse) to detect the direction of rotation of the engine, and after it is confirmed that the engine is rotating in reverse, the engine is maintained in reverse rotation. The engine is operated in the reverse direction by giving the ignition timing signal to the ignition device for each cylinder at the position suitable for maintaining the reverse rotation of the engine while injecting the fuel at the position suitable for Let

After ignition at the over-advanced position, the pulsar 3
As a result of monitoring the pulse generated, when it is determined that the engine is still rotating forward, the ignition operation and fuel injection are performed at a position suitable for rotating the engine forward, and the rotation of the engine is started. maintain.

[0036]

In the above-mentioned conventional control device, when the ignition is performed at the over-advanced position during the reversal control of the engine, the inertia for maintaining the explosion force generated by the ignition and the rotation of the engine are maintained. When the force antagonizes and the explosive force overcomes the inertial force, the rotation direction is successfully reversed. When the explosive force is less than the inertial force, the rotation of the engine fails, and when the explosive force is equal to the inertial force, the engine stops.

In any case, after ignition is performed at the over-advanced position, the engine is rotating due to a slight difference between the explosive force and the inertia force until the rotation direction of the engine is confirmed. The state is such that the engine is very easily stopped.
In order to maintain the rotation of the engine in this state, it is desirable to ignite the engine.However, in the conventional control device, after the ignition is performed at the over-advanced position, it takes a time from when the rotation direction of the engine is detected. Since the engine could not be ignited during this period, the engine could stall during this time, which was not preferable.

Until the rotational direction of the engine is detected, the engine may be ignited at a position where the pulser 3 generates a positive pulse or a position where a negative pulse is generated. Of the positions where the positive polarity pulses Vp1 and Vp2 are generated while the engine is rotating forward (top dead center) can be used as the ignition position suitable for maintaining the rotation of the engine. (The position of the previous 12 degrees), and other pulse generation positions cannot be used as ignition positions for maintaining the rotation of the engine.

In the reversal control, after the ignition is performed at the over-advanced position, during a transition period until the rotation direction is confirmed, the engine is started when the pulse generator 3 of the signal generator of FIG. In the case of ignition, the engine can be prevented from stalling only when the reversal of the engine fails, and it is possible to eliminate the risk of the engine stalling when the rotation direction of the engine is successfully reversed. Can not.

It is an object of the present invention to provide a two-stroke internal combustion engine control apparatus which eliminates the possibility that the engine will stall after igniting the engine at the over-advanced position to reverse the engine.

[0041]

SUMMARY OF THE INVENTION The present invention provides a reversing command generating means for generating a reversing command for reversing the direction of rotation of a two-cycle internal combustion engine, and a rotational speed of the internal combustion engine when the reversing command is generated. The ignition of the internal combustion engine is performed at the over-advanced position in order to reverse the rotation of the internal combustion engine when the rotation speed of the internal combustion engine decreases to the over-advanced start rotation speed during the reversal deceleration process and the reversal deceleration process. And a control unit for controlling the internal combustion engine so as to perform the over-advanced ignition process.

In the present invention, when the internal combustion engine is rotating forward, a low-speed ignition position detection pulse is generated at a position suitable as a low-speed ignition position when the internal combustion engine is rotating forward, A signal generator is provided for generating a low-speed ignition position detection pulse at a position suitable as a low-speed ignition position when the internal combustion engine is rotating in the reverse direction when the. Further, the control unit is provided with transient ignition control means for igniting the internal combustion engine at a position where the signal generating device generates the low-speed ignition position detection pulse after the over-advanced ignition process is performed.

With the above-described configuration, in the transient state after the ignition of the engine at the over-advanced position, both in the case where the rotation direction of the engine is successfully reversed and the case where the inversion of the engine rotation direction is failed, the engine is driven at low speed. Since the engine can be ignited at a position suitable as the ignition position of the engine, it is possible to eliminate the possibility that the engine will stop after igniting the engine at the over-advanced position to reverse the engine.

When the internal combustion engine has n (n is an integer of 1 or more) cylinders, the cylinders correspond to the n cylinders and have uniform thickness and width along the rotation direction of the crankshaft. A rotor attached to a crankshaft of an internal combustion engine having n reluctors having dimensions, and a front end in a rotational direction of the reluctor corresponding to each cylinder disposed at a position where the reluctor of the rotor can be detected. A signal generator is sometimes configured by a pulser that generates a low-speed ignition position detection pulse for each cylinder.

In this case, when the piston in each cylinder of the engine reaches the top dead center, both ends in the circumferential direction of the reluctor corresponding to each cylinder are located on both sides of a straight line connecting the center of the crankshaft and the center of the magnetic pole of the pulsar. Is provided so that the pulsar is suitable as the ignition position at low speed of each cylinder of the internal combustion engine when the rotation direction of the internal combustion engine is in any direction. Then, the positions of both ends in the circumferential direction of each reactor are set so as to generate a low-speed ignition position detection pulse.

In the transient ignition control means provided in the control unit, after the over-advanced ignition process is performed, the signal generator detects the front end in the rotational direction of the reluctor corresponding to each cylinder to detect the low-temperature ignition position. It is configured to ignite each cylinder of the internal combustion engine when a pulse is generated.

In embodying the above control device,
It is necessary to provide a means for obtaining information for determining the rotation direction of the internal combustion engine. When the engine is a multi-cylinder internal combustion engine having two or more cylinders, the cylinder and fuel to be ignited are determined. It is necessary to provide a means for obtaining rotation angle information necessary for determining a cylinder to be injected.

In order to obtain information on the direction of rotation of the engine and information for discriminating the cylinders, a signal generator separate from the signal generator for obtaining a signal for determining the ignition position at low speed may be provided. For simplicity of construction, it is preferable to obtain all information on the rotation of these engines from one signal generator.

For this purpose, the signal generator has a first inductor magnetic pole portion and a second inductor magnetic pole portion provided with their positions shifted in the axial direction of the crankshaft of the internal combustion engine. It is preferable to provide a configuration including a rotor attached to a crankshaft of the engine, and first and second pulsars respectively provided for the first inductor magnetic pole portion and the second inductor magnetic pole portion. .

In this case, the first inductor magnetic pole portion of the rotor is formed so as to have uniform thickness and width along the rotation direction of the crankshaft, and has n pieces (n: n) of the internal combustion engine. N first reluctors arranged at equal angular intervals corresponding to cylinders of 2
In the inductor magnetic pole part, the first
A two-stage retractor formed of a portion and a second portion, the thickness or width of which is changed at the boundary between the first and second portions; There are provided n second reluctors including n-1 one-stage reluctors formed so as to have a uniform thickness dimension and a width dimension along the rotation direction. Here, the n second reluctors correspond to the two-stage reductor corresponding to one cylinder of the internal combustion engine, and the other n-1 single-stage reluctors correspond to the other n-1 cylinders of the internal combustion engine, respectively. They are arranged at equal angular intervals in the corresponding state.

The first pulser is arranged so as to be able to detect each of the reluctors of the first inductor magnetic pole portion of the rotor. When the first pulser detects both circumferential ends of the reductor of the first inductor magnetic pole portion, respectively. It is configured to generate pulses having different polarities. Further, the second pulser is arranged so as to detect the two-stage reluctor and the one-stage reluctor of the second inductor magnetic pole portion of the rotor, and the end on the first part side of the two-stage reluctor and the boundary portion are arranged. A pair of pulses having the same polarity is generated when each is detected, and a single pulse having a polarity different from that of the pair of pulses is generated when the end on the second portion side of the two-stage reluctor is detected. Are configured to generate pulses having different polarities when each is detected.

Regardless of the direction of rotation of the internal combustion engine, the position of the pulse generated when the first pulser detects the front end of the first reluctor corresponding to each cylinder in the rotation direction is determined. The arrangement position of the first reactor corresponding to each cylinder is set so as to be a position suitable as a low-speed ignition position of each cylinder of the internal combustion engine.

In this case, the control unit determines the transient point in time for igniting the internal combustion engine when the first pulser detects the front end in the rotational direction of the first reluctor and generates a pulse after the over-advanced ignition process is performed. Fire control means, rotation direction detection means for detecting the rotation direction of the internal combustion engine from the phase relationship between the pair of pulses generated by the second pulser and the single pulse, and the generation interval of the pulse generated by the first pulser or Rotation speed calculation means for calculating the rotation speed of the internal combustion engine from the generation interval of the pulse generated by the second pulser; ignition position calculation means for calculating the ignition position of the internal combustion engine at the rotation speed calculated by the rotation speed calculation means; A cylinder discriminating means for discriminating a cylinder to be ignited from a phase relationship between a pair of pulses generated by the second pulser and a single pulse, and maintaining the rotation in the rotation direction detected by the rotation direction detecting means. A structure having an ignition position control means for causing the ignition of the discriminated cylinder by arithmetically operated ignition position by ignition position calculating means by order cylinder discriminating means.

When the signal generator is configured as described above,
The rotational direction of the engine is determined by determining the phase relationship between a pair of pulses of the same polarity generated when the second pulser detects the two-stage reluctor and a single pulse having a different polarity from the pair of pulses. can do. Further, by determining the order of generation of the positive and negative polarity pulses generated by the first pulser and the second pulser, it is determined whether each pulse is a pulse generated when a reluctor corresponding to which cylinder is detected. Therefore, it is possible to easily obtain information for determining a cylinder to be ignited and information for determining a cylinder to be injected with fuel.

[0055]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS FIG. 1 schematically shows an example of a configuration of a main part of a control device of the present invention, taking a case of controlling a two-cycle two-cylinder internal combustion engine as an example. In FIG.
0 is a two-cycle internal combustion engine, 11 is a reversal command switch operated when reversing the traveling direction of the traveling device. In this example, the reversal command switch 11 constitutes a reversal command generating means. As the reversal command switch 11, a changeover switch having a plurality of fixed contacts and a movable contact that can be selectively brought into contact with the plurality of fixed contacts may be used. It is also possible to use a momentary switch that is turned on or off only while the switch is on. When a changeover switch is used as the reversing command switch 11, a reversing command is generated by bringing a movable contact into contact with a different fixed contact when the traveling device is moved forward and when the traveling device is moved backward.

When a momentary switch is used as the reversal command switch 11, a reversal command for reversing the running direction is generated each time the switch is operated.

In FIG. 1, reference numeral 1 denotes a signal generator having a first pulser 3A and a second pulser 3B. The first and second pulsers 3A and 3B synchronize with the rotation of the crankshaft of the engine. A pulse signal including rotation information of the engine is generated.

An internal combustion engine ignition device 15 receives an inversion command given by the inversion command switch 11 and pulses generated by the first pulser 3A and the second pulser 3B.
And an ECU (electronic control unit) for controlling the fuel supply device 17. In the illustrated example, the fuel supply device 17 includes an injector (not shown) provided for each cylinder of the engine and a drive circuit that supplies a drive current to each injector.
Is configured.

Although not shown, an output of a throttle sensor for detecting the opening of the throttle valve is provided to the ECU 15.
The output of a temperature sensor for detecting the temperature of the cooling water of the engine, the output of a sensor for detecting the intake air temperature, the output of a sensor for detecting the atmospheric pressure, and the like are further input. The detection outputs obtained from these sensors are used to calculate the ignition position of the engine and the time during which fuel is injected from the injector (fuel injection time).

FIG. 3 schematically shows the configuration of the signal generator 1 provided with the first pulser 3A and the second pulser 3B. In this example, a first magnetic pole part 6 having first reluctors 601 and 602 of the same shape arranged at 180-degree intervals is provided on the outer periphery of a cup-shaped flywheel 5 attached to the tip of the crankshaft 4 of the engine. And 18
A rotor 2 formed by forming a second magnetic pole portion 7 having two second reluctors 701 and 702 arranged at 0-degree intervals and having different shapes in a state where the positions are shifted in the axial direction of the crankshaft 4. And a first pulsar 3A and a second pulsar 3B which are disposed so as to face the first reductors 601 and 602 and the second reductors 701 and 702, respectively, and are attached to an engine case or the like. An apparatus 1 is configured.

The first reactors 601 and 602 are shown in FIG.
As shown in (A), the flywheel is composed of a single-stage reluctor having a uniform width dimension along the circumferential direction of the flywheel. In this example, the polar arc angles of the reluctors 601 and 602 are set to 24 degrees. ing.

In the illustrated example, when the piston in the first cylinder of the internal combustion engine reaches the top dead center, the center of the crankshaft and the first
Reactor 6 is positioned so that both ends in the circumferential direction of reductor 601 are positioned on both sides of a straight line connecting the center of the magnetic pole of pulser 3A.
When the piston in the second cylinder of the internal combustion engine reaches the top dead center, both ends of the circumferential direction of the reluctor 602 are connected to both sides of a straight line connecting the center of the crankshaft and the center of the magnetic pole of the first pulsar 3A. A reluctor 601 is provided so as to be positioned.

The second reluctors 701 and 702 have the same construction as the reluctors 701 and 702 provided on the rotor 2 'of the conventional signal generator 1' shown in FIG. Set to degree. As shown in FIGS. 5A and 6A, one of the second reductors 701 and 702 has a narrow first portion 701.
a and a wide second portion 701b are formed of a two-stage reluctor having a shape arranged in the circumferential direction of the flywheel, and the other reductor 702 is a single-stage reluctor having a uniform width dimension along the circumferential direction of the flywheel. Consists of a reluctor.

The first pulser 3A and the second pulser 3B have the same configuration as the pulser 3 shown in FIG.
The pulser 3A generates pulses having different polarities when detecting both ends of the first reluctors 601 and 602, respectively.

Further, the second pulser 3B is provided with a first portion 701 of one of the second reductors 701 and 702.
When the a-side end 701a1 is detected and when the first portion 70
A pulse signal of the same polarity is generated when a boundary portion between the first portion 701b and the second portion 701b is detected, and a pulse signal of a different polarity is generated when the end portion 701b1 of the second portion 701b is detected. The second pulsar 3B also includes a second reluctor 70
When the two ends of the other 702 are detected, pulse signals having different polarities are generated.

The waveforms of the pulse signals generated by the first pulser 3A and the second pulser 3B when the internal combustion engine is rotating forward are shown in FIGS. 5D and 5B, respectively. When the first pulser 3A and the second pulser 3B
6 (D) and 6 (B) respectively show the waveforms of the pulse signals generated by.

In the above signal generator, as shown in FIG. 5D, when the engine rotates forward, the rotational angle position of the crankshaft of the engine is shifted to the top dead center position of the first cylinder (the upper dead center of the piston of the first cylinder). 1 than the rotational angle position of the crankshaft corresponding to the dead center)
When the position coincides with the position advanced by 2 degrees (# 1BT12) and at the position delayed by 12 degrees from the top dead center position of the first cylinder (# 1A)
T12), the first pulser 3A detects the front end and the rear end of the reluctor 601 in the rotational direction to generate a negative pulse Vna and a positive pulser Vpa, respectively. Of the second cylinder advanced 12 degrees from the top dead center position of the second cylinder (# 2BT1
2) and 12 from the top dead center position of the second cylinder
The first pulser 3A detects the front end and the rear end in the rotational direction of the reluctor 602, respectively, and generates a negative pulse Vnb and a positive pulse Vpb when the positions coincide with the retarded position (# 2AT12). , Reactor 601, 6
02 and the first pulsar 3A are set.

When the internal combustion engine rotates forward, the first pulser 3A generates negative pulses Vna and Vnb () at the position of 12 degrees before the top dead center of the first cylinder and at the position of 12 degrees before the top dead center of the second cylinder, respectively. FIG. 5D) is used as a low-speed ignition position detection pulse for the first cylinder and the second cylinder at the time of forward rotation, and the first pulsar 3A is positioned at 12 degrees before the top dead center of the first cylinder at the time of reverse rotation of the engine. And negative pulses Vna and Vnb (see FIG. 6D) generated at positions 12 degrees before the top dead center of the second cylinder are used as low-speed ignition position detection pulses for the first and second cylinders during reverse rotation. Can be

As shown in FIG. 5 (B), when the rotation angle position of the crankshaft of the engine coincides with the position advanced by 72 degrees from the top dead center position of the first cylinder during the forward rotation of the engine, and When the position coincides with the position advanced by 52 degrees from the dead center position, the second pulsar 3B is turned on by the first portion 70 of the reluctor 701, respectively.
An end 701a1 on the 1a side and a boundary between the first portion 701a and the second portion 701B are detected, and a negative pulse Vn1 is detected.
1 and Vn12, and when the rotation angle position of the crankshaft coincides with the position advanced 12 degrees from the top dead center position of the first cylinder at the time of forward rotation of the engine, the second pulser 3B generates a pulse Vp1 of positive polarity. The second pulser 3B is activated when the rotation angle position of the crankshaft coincides with a position advanced by 72 degrees and a position advanced by 12 degrees from the top dead center position of the second cylinder during the forward rotation of the engine. Reactors 701 and 70 are arranged to detect a front end and a rear end in the rotation direction of 702, respectively, and generate a negative pulse Vn2 and a positive pulser Vp2.
2 and the positional relationship between the reluctors 701 and 702 and the second pulser 3B are set.

In FIG. 5, the rotation angle position of the crankshaft advanced by 72 degrees with respect to the top dead center position of each cylinder starts measurement of the ignition position of each cylinder and measurement of the injection timing obtained by calculation. Position. The rotation angle position of the crankshaft advanced by 52 degrees with respect to the top dead center position of each cylinder ignites each cylinder when the rotation speed decreases to the over-advance start rotation speed when the engine is reversed. Over-advanced position. Further, a position advanced by 12 degrees with respect to the top dead center position of each cylinder is a position suitable as an ignition position of each cylinder at a low speed. The engine is ignited at the ignition position.

In FIG. 6, the position which is retarded by 52 degrees with respect to the top dead center position of each cylinder is such that when the rotation direction of the engine is reversed (when the engine is rotated forward), the rotational speed is excessively advanced. This is an over-advanced position at which ignition of each cylinder is performed when the number of revolutions has decreased to the rotational speed. Further, a position advanced by 12 degrees with respect to the top dead center of each cylinder is an ignition position when the engine is operated while rotating in the reverse direction.

When the signal generating device 1 is configured as described above, the ignition position of the first cylinder and the second cylinder at low speed can be set regardless of whether the internal combustion engine is rotating forward or reverse. It is possible to obtain the low-speed ignition position detection pulses Vna and Vnb from the first pulser 3A at a suitable position (a position 12 degrees before the top dead center of each cylinder). Therefore, after igniting the engine at the over-advanced position to reverse the rotation direction of the engine, in a transient state until the rotation direction is confirmed, the ignition is performed when the first pulser 3A generates the pulses Vna and Vnb. In this case, the engine is ignited at a position suitable for maintaining the rotation of the engine regardless of whether the rotation direction of the engine has been successfully reversed or has failed. Stalls can be prevented.

In the present invention, after the engine is ignited at the over-advanced position in order to reverse the direction of rotation of the engine, the signal generator 1 is operated in a transient state until the rotation direction of the engine is confirmed. The control unit 15 is provided with a transient ignition control means for giving an ignition timing signal to an ignition device for igniting each cylinder of the internal combustion engine when a low-temperature ignition position detection pulse for a cylinder is generated and performing an ignition operation of each cylinder. The fuel injection timing of the first cylinder and the second cylinder in the transient state is the same as the ignition timing.

Since it is not necessary to increase the traveling speed when the traveling device is moved backward, the ignition position is not controlled when the engine is reversed, and the first pulsar 3A is driven at the low-speed ignition position. When the detection pulses Vna and Vnb are generated, the first cylinder and the second cylinder of the engine are ignited, respectively.

In the example shown in FIG. 3, a permanent magnet 8 is attached to the inner periphery of the peripheral wall of the flywheel 5 to form a magnet field, and the magnet field formed by the permanent magnet 8 inside the flywheel 5. A stator 9 composed of a power generation coil wound around an iron core having a magnetic pole portion facing the magnetic pole of the magnet is arranged. The stator 9 is fixed to a stator mounting portion provided in a case of an internal combustion engine or the like. The flywheel 5 and the magnet 8 constitute a flywheel magnet rotor, and the magnet rotor and the stator 9 constitute a magnet generator. This magnet generator is used for supplying a drive voltage to an ignition device and an injector for an internal combustion engine, and for supplying power to a power supply circuit of the electronic control unit 15.

FIG. 2 shows a configuration example of the electronic control unit 15 used in the present invention. In the electronic control unit (ECU) 15 shown in FIG. 2, the rotation speed calculating unit 15 </ b> A determines the generation interval of the pulse generated by the second pulser 3 </ b> B (the time required for the crankshaft of the engine to rotate by a certain angle), The number of revolutions of the engine is calculated from the interval of generation of the positive polarity pulses Vp1 and Vp2.

The rotation speed calculating means 15A is provided with the first pulser 3
The engine speed may be calculated from the interval between the output pulses of A (for example, the intervals between the pulses Vpa and Vpb).

The ignition position calculation means 15B calculates the ignition position of the internal combustion engine at the rotation speed calculated by the rotation speed calculation means. This means includes, for example, the rotation speed of the engine and a throttle provided from a throttle sensor (not shown). It is configured to calculate the ignition position at each rotation speed using a three-dimensional map for calculating the ignition position that gives a relationship between the opening degree of the valve and the ignition position.

The ignition position of each cylinder is set at a reference position set for each cylinder (in this example, 72 degrees with respect to the rotational angle position of the crankshaft when the piston of each cylinder reaches the top dead center).
It is calculated in the form of the time (count value of clock pulse) required for the engine to rotate from the position advanced by degrees to the ignition position of each cylinder.

The cylinder discriminating means 15C discriminates the cylinder to be ignited and the cylinder to be injected with fuel from the phase relationship between the pair of pulses generated by the second pulser and the single pulse. For example,
As shown in FIG. 5 (B), when the second pulser 3B generates the positive pulse Vp1 after generating the two negative pulses Vn11 and Vn12 successively, this pulser Vp1 is used to ignite the first cylinder at low speed. When a positive pulse Vp2 is generated following one negative pulse Vn2, the positive pulse Vp2 is recognized as a pulse indicating the ignition position of the second cylinder at a low speed.

The cylinder discriminating means 15C uses a negative polarity pulse Vn2 generated after the generation of the pulse Vp1 indicating the ignition position of the first cylinder at low speed as a reference position (second position) at which the measurement of the ignition position of the second cylinder is started. (A position 72 degrees before the top dead center of the cylinder), and a negative polarity pulse Vn11 generated after the pulse Vp2 indicating the low-speed ignition position of the second cylinder is generated. Is recognized as a pulse indicating a reference position (a position 72 degrees before the top dead center of the first cylinder) at which measurement of the first cylinder is started.

The rotation direction detecting means 15D detects the rotation direction of the internal combustion engine from the phase relationship between a pair of pulses generated by the second pulser 3B and a single pulse. That is, FIG.
As shown in FIG. 6B, when a single pulse Vn1 is generated after the pair of pulses Vn11 and Vn12 are generated first, it is detected that the engine is rotating forward, and as shown in FIG. When the pair of pulses Vp12, Vp12 is generated after the generation of the pulse Vn1, it is detected that the engine is rotating in the reverse direction.

The ignition position control means 15E is means for performing ignition in the cylinder determined by the cylinder determination means 15C so as to maintain the rotation in the rotation direction detected by the rotation direction detection means 15D. The reference signal Vn11 or Vn2 at a position 72 degrees before the top dead center of each cylinder.
The measurement of the ignition position calculated by the ignition position calculation means 15B is started when the ignition occurs, and the ignition timing signal for each cylinder is given to the internal combustion engine ignition device 16 when the ignition position of each cylinder is measured, and Is performed. The ignition position control means 15E also controls the ignition of the internal combustion engine ignition device 1 when a command is given from the transient ignition control means 15J described later.
6, the ignition timing signals for the first cylinder and the second cylinder are given to cause the ignition operation of the first cylinder and the second cylinder.

When the engine is running in reverse, the first cylinder is ignited when the first pulser 3A generates the low-speed ignition position detection signal Vna, and the low-speed ignition position detection signal Vnb
Is caused, the second cylinder is ignited.

The injection time calculating means 15F detects the rotation speed calculated by the rotation speed calculating means 15A, the throttle valve opening detected by a throttle sensor (not shown), the atmospheric pressure detected by an atmospheric pressure sensor, and the engine temperature sensor. A time (fuel injection time) for injecting fuel from the injector with respect to the temperature of the engine and the like is calculated.

The injection control means 15G gives an injection command to the fuel supply device 17 at an injection timing suitable for rotation in the rotation direction detected by the rotation direction detection means 15D, and the injection time calculation means 15F The fuel supply device 17 is controlled so that fuel is injected from the injector for each cylinder during the calculated injection time. The injection control means 15G also gives an injection command for the first cylinder and the second cylinder to the fuel supply device 17 when a command is given from the transient injection control means 15K to be described later, so that the injector for the first cylinder and the Inject fuel from the second cylinder injector.

The deceleration control means 15H is a means for cutting the fuel supplied to the engine when the inversion command switch 11 generates an inversion command to reduce the number of revolutions of the engine. Fuel supply device 1
7 so that fuel injection from the injectors constituting the fuel injector 7 is stopped, and fuel injection from the injectors is restarted at a time slightly before the time when the engine speed reaches the over-advancing angle start speed. The device 17 is controlled.

The time at which fuel injection from the injector is restarted is such that the air-fuel ratio of the air-fuel mixture supplied into the cylinder of the engine when ignition is performed at the over-advanced position becomes a value suitable for combustion. , Are appropriately set according to the arrangement position of the injector. In other words, when the injector is provided so as to inject fuel directly into the cylinder of the engine, the time when the engine speed reaches the over-advance start rotation speed (timing for performing ignition at the over-advance position) ) May be resumed just before the fuel injection. However, if the injector is provided in the middle of the flow path of the air-fuel mixture from the intake pipe of the engine to the scavenging port, after the fuel injection is restarted, Since it takes time for the air-fuel ratio of the mixture to reach a value suitable for ignition, it is necessary to advance the time at which fuel injection is restarted.

The over-advance angle ignition control means 15I detects the over-advance position of the first cylinder (upper position of the first cylinder) when the engine speed calculated by the engine speed calculating means 15A decreases to the over-advance start rotation speed. The engine is ignited only once at a position 52 degrees before the dead center). As a result, the piston of the engine is pushed back to reverse its rotation direction.

The transient ignition control means 15J ignites the engine at the over-advanced position of the first cylinder and thereafter detects the rotation direction detection means 15D.
During the transition period until the rotation direction of the engine is confirmed by the first pulser 3A, the first pulsers 3A and 602
Means for giving ignition timing signals to the internal combustion engine ignition device 16 when the pulses Vna and Vnb are generated by detecting the front ends of the respective rotation directions to ignite the first and second cylinders. Then, when the pulses Vna and Vnb are respectively generated, a command is given to the ignition position control means 15E, and an ignition timing signal for the first cylinder and the second cylinder is given from the ignition position control means 15E to the internal combustion engine ignition device. Like that.

Further, the transient injection control means 15K ignites the engine at the over-advanced position of the first cylinder, and during a transient period until the rotation direction of the engine is confirmed, the low-temperature ignition position detection pulse Vna and A means for injecting fuel from the injector for the first cylinder and the injector for the second cylinder at the position where Vnb is generated. In the illustrated example, a command is given to the injection control means 15G when the pulses Vna and Vnb are generated. The injection control means 15G gives an injection command to the fuel supply device 17.

The means 15A to 15K constituting the electronic control unit 15 are realized by causing a microcomputer provided in the control unit 15 to execute a predetermined program.

As described above, the circumferential ends of the reluctors 601 and 602 corresponding to each cylinder of the internal combustion engine are set at the rotational angular position of the crankshaft corresponding to the top dead center of the piston in the corresponding cylinder of the internal combustion engine. Provided in a state where it is located on both sides,
Regardless of the direction of rotation of the internal combustion engine, the first
A signal generator is provided by setting the positions of both ends of each of the reluctors 601 and 602 in the circumferential direction so that the pulsar 3A generates a low-speed ignition position detection pulse at a position suitable as a low-speed ignition position of each cylinder of the internal combustion engine. If the ignition of each cylinder is performed when the low-speed ignition position detection pulse for each cylinder is generated, the rotation direction of the engine is successfully reversed in a transient state after the engine is ignited at the over-advanced position. In both cases and in the case of failure, each cylinder can be ignited at a position suitable as an ignition position at low speed. Therefore,
In a transient state after ignition is performed at the over-advanced position, it is possible to eliminate the possibility that the engine will stop.

In the above example, as shown in FIG.
The first reluctors 601 and 602 are formed symmetrically with respect to the top dead center position of the first cylinder and the top dead center position of the second cylinder of the engine, respectively. You may make it form in a shape asymmetric with respect to a dead center position.

For example, at the time of reverse rotation of the engine, it is desirable to keep the speed low for safety.
As shown in (B), one end of each of the reluctors 601 and 602, which are located at the front end side in the rotation direction when the engine rotates forward, is set to a position advanced 12 degrees from the top dead center position, and the other end is set. Is 8 degrees behind the top dead center position,
At the time of forward rotation of the engine, the first pulsar generates a low-speed ignition position detection signal at an optimal position as an ignition position at low speed (in this example, a position at 12 degrees before the top dead center). The low-speed ignition position detection signal may be generated at a position where one pulsar is slightly delayed from the optimal position as the ignition position at low speed (in this position, 8 degrees before the top dead center). If the reluctor is formed in this way, in order to reverse the engine, after igniting the engine at the over-advanced position, the ignition position in the transition period until the rotation direction of the engine is confirmed is determined. Since the rotation can be delayed from the optimal ignition position (a position at 12 degrees before the top dead center) for rotation, an increase in the rotation speed during reverse rotation of the engine can be suppressed.

In the above example, the case where a two-cylinder two-stroke engine is controlled is taken as an example. However, the present invention is also applicable to a case where a single-cylinder two-stroke internal combustion engine or a three-cylinder or more two-stroke internal combustion engine is controlled. It can, of course, be applied.

In the above example, the supply of fuel to the engine is stopped when the inversion command is given, so that the engine speed is reduced. It is also possible to reduce the engine speed by retarding the fuel, decreasing the fuel supply to make the mixture lean, or increasing the fuel supply to make the mixture rich. Good.

In the above example, fuel is supplied to the engine using the injector. However, the present invention can be applied to a case where a carburetor is used as a fuel supply device. However, when using a carburetor as the fuel supply device, when the method of reducing the engine speed by cutting the fuel is adopted, an electromagnetic valve is inserted in the fuel flow path, and the electromagnetic valve is inserted. It is necessary to be able to cut the fuel by closing the fuel cell.

[0099]

As described above, according to the present invention, in the transient state after the ignition of the engine at the over-advanced position, either the case where the rotation direction of the engine is successfully reversed or the case where the rotation direction of the engine fails is determined. Also in this case, since the engine can be ignited at a position suitable as an ignition position at low speed, there is an advantage that it is possible to eliminate the possibility that the engine will stop after igniting the engine at the over-advanced position to reverse the engine. There is.

[Brief description of the drawings]

FIG. 1 is a block diagram schematically showing a configuration of a control device according to the present invention.

FIG. 2 is a block diagram showing a configuration example of a control unit used in the control device of FIG.

FIG. 3 is a configuration diagram showing a configuration example of a signal generation device used in the control device of FIG. 1;

FIGS. 4A and 4B are explanatory diagrams showing different configuration examples of a first reluctor provided in a rotor of a signal generator.

FIG. 5 is a waveform diagram showing pulses obtained from the signal generator of FIG. 3 when the engine is rotating forward.

FIG. 6 is a waveform diagram showing pulses obtained from the signal generator of FIG. 3 when the engine is rotating in reverse.

FIG. 7 shows a configuration of a signal generator used in a conventional control device and a second rotor of the signal generator used in the present invention.
FIG. 3 is an explanatory diagram for explaining a configuration of a reluctor.

8A and 8B are plan views showing the shapes of a two-stage reductor and a one-stage reductor used in the signal generator of FIG. 7, respectively, and FIG. It is the side view shown.

FIG. 9 is a waveform diagram showing pulses obtained from the signal generating device of FIG. 7 during normal rotation of the internal combustion engine.

FIG. 10 is a waveform diagram showing pulses obtained from the signal generator of FIG. 7 when the internal combustion engine rotates in the reverse direction.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 ... Signal generator, 3A ... First pulser, 3B ... Second pulser, 10 ... Two-cycle internal combustion engine, 11 ... Reversal command switch, 15 ... Electronic control unit (ECU), 15A ... Revolution speed calculating means, 15B ... Ignition position calculation means, 15C: cylinder determination means, 15D: rotation direction detection means, 15E: ignition position control means, 15F: injection time calculation means, 15G: injection control means, 15H: deceleration control means, 15I: over-advance angle ignition Control means, 15J transient ignition control means, 15K transient injection control means, 16 internal combustion engine ignition device, 17 fuel supply device.

 ────────────────────────────────────────────────── ─── Continuing on the front page (72) Inventor Kenka Tsukada 3744 Ooka, Numazu-shi, Shizuoka Japan F-term (reference) 3G022 AA02 AA03 BA03 CA00 CA05 DA00 DA01 DA07 EA00 EA03 FA08 FB08 FB19 GA00 GA02 GA05 GA08 3G092 AA01 AA03 AA13 BA09 EA03 EA09 EA17 EB08 FA00 FA40 GA11 GA13 HA06Z HE01Z HE04Z HF00Z

Claims (3)

[Claims] 1. A reversal command generating means for generating a reversal command for reversing the rotation direction of a two-cycle internal combustion engine, and a reversal deceleration for reducing the rotation speed of the internal combustion engine when the reversal command is generated. Over-ignition of the internal combustion engine at the over-advanced position in order to reverse the rotation of the internal combustion engine when the rotational speed of the internal combustion engine drops to the over-advanced start rotational speed in the process and the deceleration process at the time of inversion. And a control unit for controlling the internal combustion engine so as to perform the angular ignition process. In the two-cycle internal combustion engine control device, when the internal combustion engine is rotating forward, the internal combustion engine is rotating normally. A low-speed ignition position detection pulse is generated at a position suitable as a low-speed ignition position, and when the internal combustion engine is rotating in reverse, a point at low speed in a state where the internal combustion engine is rotating in reverse. A signal generator for generating a low-speed ignition position detection pulse at a position suitable as a position, wherein the control unit causes the signal generator to generate the low-temperature ignition position detection pulse after the over-advanced ignition process is performed. A two-stroke internal combustion engine control device, comprising: transient ignition control means for igniting the internal combustion engine at a position where the internal combustion engine occurs. 2. A reversal command generating means for generating a reversal command for reversing the rotation direction of a two-cycle internal combustion engine, and a reversal deceleration for reducing the rotation speed of the internal combustion engine when the reversal command is generated. Over-ignition of the internal combustion engine at the over-advanced position in order to reverse the rotation of the internal combustion engine when the rotational speed of the internal combustion engine drops to the over-advanced start rotational speed in the process and the deceleration process at the time of inversion. A two-stroke internal combustion engine control device comprising a control unit for controlling the internal combustion engine so as to perform an angular ignition process, wherein the internal combustion engine has n (n is an integer of 1 or more) cylinders, respectively. Having a uniform thickness and width along the rotation direction of the crankshaft.
And a rotor attached to the crankshaft of the internal combustion engine, the rotor being disposed at a position where the reluctor of the rotor can be detected, and for detecting the front end in the rotational direction of the reluctor corresponding to each cylinder. A signal generator having a pulser that generates a low-speed ignition position detection pulse, when the piston in each cylinder of the internal combustion engine reaches top dead center, the center of the crankshaft and the center of the magnetic pole of the pulsar. Are provided so that the circumferential ends of the reluctors corresponding to the respective cylinders are located on both sides of the straight line connecting the cylinders, the reluctors corresponding to the respective cylinders are provided, and the rotational direction of the internal combustion engine is in any direction. Positions of both ends in the circumferential direction of each reactor are set so that the pulsar generates the low-speed ignition position detection pulse at a position suitable as a low-speed ignition position of each cylinder of the internal combustion engine, The control unit, after the over-advanced ignition process is performed, when the signal generator detects the front end of the rotational direction of the reluctor corresponding to each cylinder and generates the low-speed ignition position detection pulse, the internal combustion engine is activated. A two-stroke internal combustion engine control device, comprising: transient ignition control means for igniting each cylinder of the engine. 3. A reversal command generating means for generating a reversal command for reversing the rotation direction of the two-cycle internal combustion engine, and a reversal deceleration process for reducing the rotation speed of the internal combustion engine in response to the reversal command. And an over-advance angle that ignites the internal combustion engine at an over-advance position to reverse the rotation of the internal combustion engine when the rotation speed of the internal combustion engine drops to the over-advance angle start rotation speed during the reversing deceleration process. A control unit for controlling the internal combustion engine so as to perform an ignition process. The control device according to claim 1, further comprising: a first unit provided in a state shifted in an axial direction of a crankshaft of the internal combustion engine. A rotor having an inductor magnetic pole portion and a second inductor magnetic pole portion attached to a crankshaft of the internal combustion engine; and a first inductor magnetic pole portion and a second inductor magnetic pole portion. Establishment A first generator magnetic pole portion of the rotor has a uniform thickness and width along a rotation direction of the crankshaft. The first inductor is formed in such a manner that the first inductors are arranged at equal angular intervals so as to correspond to n (n is an integer of 2 or more) cylinders of the internal combustion engine, respectively. The magnetic pole portion includes a first portion and a second portion arranged in the rotation direction of the crankshaft.
A two-stage reductor formed such that a thickness dimension or a width dimension changes at a boundary portion between the portion and the second portion, and a uniform thickness dimension and a width dimension along a rotation direction of the crankshaft. N second reluctors including (n-1) one-stage reluctors formed as described above, wherein one of the two-stage reluctors corresponds to one cylinder of the internal combustion engine, and The n second reluctors are arranged at equal angular intervals in a state in which -1 one-stage reluctors correspond to the other n-1 cylinders of the internal combustion engine, respectively, and the first pulsar is The first inductor pole portion of the rotor is arranged so as to be able to detect each reluctor, and generates a pulse having a different polarity when detecting both circumferential ends of the reluctor of the first inductor pole portion. And the second The lusa is arranged to detect the two-stage reluctor and the one-stage reluctor of the second inductor magnetic pole part of the rotor, and detects the end on the first part side and the boundary part of the two-stage reluctor, respectively. And a pair of pulses having the same polarity is generated at the same time, and a single pulse having a polarity different from that of the pair of pulses is generated when the end of the second-stage reluctor is detected on the second portion side. The first pulser is configured to generate a pulse having a different polarity when both ends are detected, and the first pulser corresponds to each of the cylinders regardless of the rotation direction of the internal combustion engine. The first reluctor corresponding to each cylinder is disposed such that the position of generation of a pulse generated when the front end of the rotation direction of the cylinder is detected is a position suitable as a low-speed ignition position of each cylinder of the internal combustion engine. position The control unit ignites the internal combustion engine when the first pulser generates a pulse by detecting the front end of the first reluctor in the rotational direction after the over-advance ignition process is performed. Transient time ignition control means, rotation direction detection means for detecting the rotation direction of the internal combustion engine from the phase relationship between the pair of pulses generated by the second pulser and a single pulse, and generation of the first pulser Rotation speed calculating means for calculating the rotation speed of the internal combustion engine from the generation interval of the pulse to be generated or the generation interval of the pulse generated by the second pulsar; and the rotation speed of the internal combustion engine at the rotation speed calculated by the rotation speed calculation unit. Ignition position calculating means for calculating an ignition position; cylinder determining means for determining a cylinder to be ignited from a phase relationship between a pair of pulses generated by the second pulser and a single pulse; Ignition position control means for performing ignition of the cylinder determined by the cylinder determination means at the ignition position calculated by the ignition position calculation means so as to maintain the rotation in the rotation direction detected by the detection means. A two-stroke internal combustion engine control device characterized by the above-mentioned.